High speed railway roadbed dynamic evaluation method

Abstract

A high speed railway roadbed dynamic evaluation method comprises the steps of measuring to obtain a roadbed surface dynamic load and a roadbed dynamic deformation actual measured value of a detectionposition first; determining a roadbed dynamic stress actual measured value and a final structural parameter of each layer of structure of a roadbed; obtaining a relation between the roadbed dynamic stress actual measured value of the detection position and a dynamic strain; according to the final structural parameter, obtaining a roadbed critical dynamic strain; according to the relation between the roadbed dynamic stress actual measured value of the detection position and the dynamic strain and the roadbed critical dynamic strain, obtaining a limit value of the roadbed dynamic stress of the detection position; and on the basis of the limit value of the roadbed dynamic stress, obtaining a limit value of roadbed dynamic deformation. According to the high speed railway roadbed dynamic evaluation method, on the basis of sufficiently considering high speed railway roadbed requirements and roadbed filling property, parameter standards are reasonably determined; and therefore, the roadbed power performance can be rapidly and accurately determined, and the applicability of the roadbed can be evaluated.

Description

technical field [0001] The invention relates to the technical field of dynamic evaluation of high-speed railway ballastless track subgrades, in particular to a dynamic evaluation method for high-speed railway subgrades. Background technique [0002] In the early construction of railways in my country, under the long-term bias of "heavy bridges and tunnels and light lines, heavy lines and light roadbeds", the roadbed was not treated as a geotechnical structure in the construction of new lines, and the performance of the fillers used in roadbed construction was different. , often take soil nearby to fill the roadbed, resulting in low strength and large deformation of the newly built roadbed. With the development of my country's high-speed railway, the safety and high-speed operation of trains put forward more stringent requirements on the line, including the high reliability of all aspects of the high-speed railway system and the stability and smoothness of the line. As the fo...

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Problems solved by technology

No matter whether it is 2.5mm or 3.5mm, it is not a requirement for the use of the track structure, and a large number of tests have been done at home and abroad, including the surface layer of the ordinary soil bed, the dynamic deformation of the subgrade is generally only about 1mm, when using graded gravel The dynamic deformation is smaller when the surface of the foundation bed is strengthened. If the dynamic deformation is required to be less than 2.5mm, it may be easy to meet in practice, and it lacks the significance of actual control

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